Steering device for a recreational catamaran with sails, with a steering position facing the direction of travel

ABSTRACT

A steering device notably for a recreational catamaran of the type propelled by at least one sail, the steering position facing the direction of travel, comprising two floats provided with two port and starboard rudder blades, rotatably mounted about a substantially vertical axis. The steering device includes directional members of a port and starboard control horn at the rudder blade head, an arrangement for moving cables with a pivoting steering lever with a foot and two outer and inner control cables, as a closed circuit.

CROSS-REFERENCES TO RELATED APPLICATIONS

This application claims the benefit of the French patent applicationNos. 1557130, 1557132 and 1557133 filed on Jul. 27, 2015, the entiredisclosures of which are incorporated herein by way of reference.

BACKGROUND OF THE INVENTION

The present invention relates to a steering device for a recreationalcatamaran, of the type propelled by at least one sail, with the steeringposition facing the direction of travel.

The invention also relates to a device for rigging a mast on arecreational catamaran, particularly with a steering position facing thedirection of travel.

Finally, the invention relates to an arrangement of a recreationalcatamaran, of the type propelled by at least one sail, the steeringposition facing the direction of travel and which can be disassembled.

French patent application FR-2.854.864, in the name of the same inventoras that of the present invention, discloses a sailing catamaran of thetype with a steering position facing the direction of travel.

SUMMARY OF THE INVENTION

Such a catamaran can give full satisfaction, but the present inventionaims to provide improvements concerning a steering device for steering acatamaran, a mast rigging device and a structural arrangement with asteering position facing the direction of travel.

The light recreational sailing industry is seeking watercraft that areboth fun and easy to steer, without necessarily requiring sailingexpertise.

Helms in conventional recreational catamarans with two rudder bladesmounted on a vertical axis are known. A tie bar connects the two rudderblade heads with a stick to operate the tie bar. The person steering isthen generally perpendicular to the direction of travel.

In the case of a recreational unit such as a catamaran according to thepresent invention, steering facing the direction of travel iscomfortable, especially with two seats next to each other, an open areaavailable for the catamaran sailors, and the layout makes it possible tocater to a much larger population of catamaran sailors.

It would therefore be particularly attractive to have a catamaran,advantageously one that can be disassembled, with a simple, reliablesteering system, without adjustment and which can remain mounted, evenafter disassembly.

Another problem is that of the means of maneuvering the rudder blades ina vertical plane, because when there is a rudder housing, in particular,the rudder blades can rotate around a horizontal axis so as to positionthemselves substantially vertically while sailing, and can be lifted bypivoting around a horizontal axis, particularly along the shoreline whenleaving and returning to the beach.

Cost is also an important parameter and the steering device like therudder blade maneuvering mechanism according to the invention is simple,reliable and cheap.

Apart from the steering system, there is a problem in order to meetusers' demand, which is rigging the mast.

Known sailing catamarans are rarely used and remain rigged at all timesbecause assembling the mast, stays, halyards and other accessoriesrequires too much time to allow for daily dismantling and, above all,this complex arrangement makes it impossible for a single person toassemble them.

These recreational catamarans, with sails, are therefore generallyberthed on the beach, near sailing clubs or nautical centers. Tides orsafety rules make it necessary to move these catamarans between theplace where they are berthed and the shoreline, and vice versa. Thesemaneuvers are generally carried out with a special trolley, differentfrom a road trailer. The trolley also has to be moved, parked, etc.

In addition, the hull, comprising two floats and transoms with itserected mast, is cumbersome.

It would therefore be particularly advantageous to have a catamaran thatis easy to rig, possibly on site, at the water's edge.

Cost is also an important parameter and composite material technology isan advantage because it allows certain complex parts to be manufacturedthat are fully adapted and designed to be made from composite materials.

The arrangement according to this invention relates to a catamaran withan architecture that makes use of synergy effects between the differentcomponents that make it up so as to compensate for the disadvantagespresented by catamarans of the prior art, while proposing easy rigging,even for one person, with fewer ropes and sheets to be brought back andassociated with the different attachment points, fewer parts, perfectmaneuverability for a catamaran designed in this way as well asexcellent steering ergonomics and comfort for the sailors, in totalsafety.

In addition to easy rigging and a steering system with intuitivesteering, it would also be particularly advantageous to have a catamaranthat is easy to assemble from a structural point of view, with floatsthat can also be dismantled, and transoms, without deviating fromsailing safety rules, and with a catamaran with real navigationalcapabilities. The purpose of such a structural arrangement is also forit to be assembled by one person, transported by one person or eventowed by one person on a bicycle or on foot.

BRIEF DESCRIPTION OF THE DRAWINGS

The steering device according to this invention and the otherindependent improvements to the catamarans are now described with regardto the drawings given in the annex; these represent a particular,non-exhaustive embodiment. The different figures in these drawingsrepresent:

FIG. 1: an exploded perspective view of the layout of a catamaran likelyto receive the steering device according to this invention,

FIG. 2: a lateral elevation view of FIG. 1,

FIG. 3: a top view of the directional control means, in a neutraldirection,

FIG. 4: a top view of the directional controls, making a starboard turn,

FIG. 5: a rear view of the directional control means using a pendulum asmeans of moving the cables,

FIG. 6: an isolated schematic view to understand the geometry of thecontrol means,

FIGS. 7A and 7B: a view of a socket version variant, that can substitutefor the pendulum, in two positions,

FIG. 8: a view of the rudder blade lifting and lowering means,compatible with the means of moving the cables of this invention,

FIG. 9: a detailed view of the front beam,

FIGS. 10A to 10D: a view of the mast rigging synoptic on the front beam,

FIGS. 11A and 11B: a temporary and complementary fixing method whenrigging the mast,

FIG. 12: a detailed view of the rear beam fastening means,

FIGS. 13A and 13B: a view of a variant of the rear beam fastening means,

FIGS. 14A to 14D: a view of the catamaran assembly synoptic according tothis invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIGS. 1 and 2 show a catamaran that can be disassembled, capable ofreceiving the steering device according to the invention.

This catamaran has two port 10B and starboard 10T floats. The neutralforward direction of travel is indicated by the arrow. F.

These port 10B and starboard 10T floats are made integral, possiblydetachable, by a connecting structure 12.

The floats are generally made advantageously by molding from compositematerials, whatever the technique used: rotomolding, infusion molding orassembly of pre-cut flat parts.

In addition, provision is also made for rigging 14 attached to thisconnecting structure 12, a surface 16 for users and directional controlmeans 18, associated with the catamaran.

Generally speaking, the 10B and 10T floats have a substantially ovoidcross-section with an upper section 20B and 20T narrower than the lowersection 22B and 22T at the front, these two sections being substantiallyflat or at least with a very large radius of curvature over the rearthree-quarters of the floats. In the schematic method of illustrationused, these floats have three pairs of housings in these zones locatedin the upper part of the hulls, preferably coming from molding:

10-1B port and 10-1T starboard, forward,

10-2B port and 10-2T starboard, aft, and

10-3B port and 10-3T starboard, intermediate.

These housings are blind housings so that each float maintains itsintegrity and therefore its leaktightness; see FIG. 2. In place ofholes, it is also possible to make provision for housings in pads thatare fitted or have been manufactured with the hull and placed on thehull. Similarly, the shape of the housing may be conical and have anon-regular revolution section to ensure additional immobilization andrigidity of the connection which becomes a flush fitting.

The bow 24B and 24T is tapered on the upper part and wider on the lowerpart, in a manner known per se, to properly penetrate the swash andprevent it from going under, and the stern 26B and 26T is flat to form arear table 28B and 28T.

In order to connect these two floats 10B and 10T, mounted parallel toeach other, a connecting structure 12 comprising three parts isprovided:

A forward beam 30

An aft beam 32, and

An intermediate beam 34.

Forward beam 30 is a triangulated truss type beam mechanicallyconstructed.

In the preferred embodiment of this invention, this forward beam 30 hasmeans 30-5 for receiving at least part of the rigging.

In the embodiment shown in FIG. 9, plane P1 containing forward beam 30is substantially vertical in the normal sailing position, i.e.,perpendicular to the longitudinal axis of floats 10 and perpendicular tothe receiving surface 16 of the users, these indications being such asto allow a geometric visualization of the whole. Advantageously, it ispossible to allow for a tilt of about ten degrees to the rear as a roughguide.

The ends of beam 30 are received in housings 10-1B and 10-1T.

Aft beam 32 is housed in housings 10-2B and 10-2T and supports the userreception area 16.

Aft beam 32 could also be slotted in, according to a variant shown inFIGS. 13A and 13B, on lugs 11B and 11T integral with studs 11-1B and11-1T, themselves manufactured with each hull respectively.

Intermediate beam 34 is a support beam 34-2, which may be circular incross-section but preferably oval or complex to prevent rotation. Theends of this intermediate beam 34 are received in port 10-3B andstarboard 10-3T housings.

Advantageously, intermediate beam 34 is straight and the housings havehorizontal longitudinal axes.

Intermediate beam 34 is arranged transversely, parallel to the forwardand aft beams.

Reception area 16 comprises a trampoline 16-1 in a manner known per se;this trampoline is generally made of mesh fabric.

This trampoline 16-1 advantageously has a hem 16-2 open at its ends,which slips onto the rear beam 32, as will be explained later.

A peripheral connecting rope 16-3 runs through sliders, for example,along forward beam 30, more particularly along tie beam 30-1, along eachof the two floats 10B and 10T, the ends of this rope being integral, forexample, with the intermediate beam 34, in line with port 10-3B andstarboard 10-3T housings.

This rope 16-3 is used to tighten the various links by slotting togetherand to stiffen the structure of the catamaran.

Trampoline 16-1 is advantageously integral with this rope, for examplewith an elastic link, so that this rope 16-3 also allows the trampolineto be stretched between aft beam 32 and forward beam 30 and to alsolaterally stretch the trampoline.

Any other arrangement is possible, including using the horizontal sideof the trampoline to provide mechanical clamping, leaving the seat andbackrest flexible and tensioned by the user's own weight in the mannerof a hammock.

Between the two aft 32 and intermediate 34 beams, the trampoline forms acommon seat, designed to accommodate the user(s) in a seated position,facing the direction of travel.

The directional control means 18 of the catamaran, arranged according tothis invention, are now described in particular with regard to FIGS.3-8.

These directional control means 18 comprise two port 18-1B and starboard18-1T rudder blades, which are mounted rotationally on the rear tables,about a substantially vertical axis, by known means of the gudgeon orpintle type, or even a rudder blade housing in which each rudder bladecan rotate about a horizontal axis to take up a submerged sailingposition in which the longitudinal axis of the rudder blade issubstantially vertical, and a raised position in which the rudder bladeis in a substantially horizontal position.

These rudder blades 18-1B and 18-1T each comprise control means rotatingabout a vertical axis, namely a port 18-2B and starboard 18-2T controlhorn, at the head of the rudder blade, means 18-3 for moving cables andtwo outer 18-4 and inner 18-5 control cables. A cable is defined as anylink of any kind with a low degree of elongation under strain in orderto maintain constant defined lengths.

A control horn 18-2 is a transverse arm, like a bicycle handlebar, withtwo connecting points at the ends, in this case with a distance Dseparating the two connecting points.

The cable movement means 18-3 are in this case a pendulum 18-30 which isa half pulley with a groove, in this case integral with a control lever18-6, passing through its central axis and pivotally mounted in thetransverse plane, on the intermediate beam 34, in the middle andunderneath it. The pendulum is therefore integral with the foot of thelever which extends beyond its pivot point. It is understood that thependulum is an advanced and perfected embodiment, but that the linkcould be direct.

When the lever is turned to port, its foot goes to starboard and viceversa.

The outer cable circuit 18-4 is as follows:

Connection to a point attachment point P1B on port side control horn18-2B,

Returns forward to go through a return point P2B, i.e., a pulley, in amanner known per se,

Goes through the groove of pendulum 18-3 where cable 18-4 is blocked,

Returns aft via a return point P2T, also a pulley,

Connection to a starboard attachment point P1T on starboard side controlhorn 18-2T,

The inner cable circuit 18-5 is as follows:

Connection to a starboard attachment point P3T on port side control horn18-2B,

Returns forward to go through a return point P4B, i.e., a pulley, in amanner known per se,

Goes outside the groove of pendulum 18-3,

Returns aft via a return point P4T, also a pulley,

Connection to a port attachment point P3B on starboard side control horn18-2T.

Both circuits have strands that are strictly symmetrical with eachother. The port and starboard strands preferably converge towards thepulleys.

In this way the strands defined by connecting point P1B of port sidecontrol horn 18-2B/return point P2B, and point P3T of port side controlhorn/return point P4B are separated by a distance D, in line with thecontrol horn and a distance D/2, in line with the pulleys, as shown inFIG. 6.

Similarly, the strands defined by connecting point P1T of starboard sidecontrol horn 18-2T/return point P2T, and point P3B of starboard sidecontrol horn/return point P4T are separated by a distance D, in linewith the control horn and a distance D/2, in line with the pulleys, asshown in FIG. 6.

This arrangement is an improvement that allows for optimized workingclearance, but the two strands could be parallel.

Preferentially, control horns 18-2B and 18-2T are, in a neutralposition, substantially perpendicular to the bisector of the angleformed by the inner and outer cable strands of each side, represented asa discontinuous line. If the cables are parallel, the bisector becomesthe median parallel to each arm.

In this way, the control horns are rotated clockwise for port sidecontrol horn 18-2B and counterclockwise for starboard control horn18-2T, in relation to direction F of travel.

More preferentially, the control horns are over-rotated by an additionalangle β of between 10° and 20°, clockwise for port side control horn18-2B and counterclockwise for starboard side control horn 18-2T.

Even more preferentially, additional angle β is 13°.

This results in a closed control circuit, namely:

Point P1B

Point P2B

Pendulum

Point P2T

Point P1T

Starboard side control horn 18-2T

Point P3B

Point P4T

Point P4B

Point P3T

Port side control horn 18-2B

Point P1B

When the movement means 18-3, in this case pendulum 18-30, is actuatedby the pilot, clockwise or counterclockwise, using arm 18-6, the rudderblades rotate simultaneously with precision.

The outer cable circuit 18-4 provides active movement on one rudderblade and the inner cable circuit 18-5 provides the active returnmovement of the closed circuit and the movement of the other rudderblade in a coordinated manner.

As shown in FIG. 5, movement of control lever 18-6 to starboard causesthe pendulum to rotate clockwise and pull on the starboard strand of theouter cable 18-4. The starboard strand is pulled, which acts on thestarboard attachment point of the starboard side control horn by turningit counterclockwise, seen from above, the rudder blade rotates like thecontrol horn, generating a turn to starboard.

Simultaneously, the port strand of the outer cable is released by thesame length.

It should be noted that the steering is instinctive since, if you pivotto the left, you turn to the left, and if you pivot to the right, youturn to the right.

At the same time, the inner cable system 18-5 is pulled on and thestarboard side is released, while the port side is pulled by the sameamount, causing the second rudder blade to pivot by the same angle.

Both rudder blades rotate by the same angle, simultaneously, but as thestarting point of each rudder blade is shifted angularly, a pivotingdifferential between the two rudder blades is obtained, which makes itpossible to have a more open rudder blade on the outer hull that travelsover a longer distance and a more closed rudder blade on the inner hullthat travels over a shorter distance.

In order to achieve simultaneous movements, the lengths of the inner andouter cables must be adjusted.

In FIGS. 7A and 7B, a variant of the 18-3 cable movement means in theform of a sliding sleeve 18-31 is shown.

This sleeve is mounted so as to slide on the foot extending from thelever 18-6. This sleeve has a fitting 18-32 designed to fix the outer18-4 cable at one point.

In this way, pivoting the lever causes the cable to move to port orstarboard, in contrast to lever 18-6 and the pendulum.

To provide compensation and keep the outer cable 18-4 taut andhorizontal between points P2B and P2T of the pulleys, sleeve 18-31slides on the foot of the lever. In this way the sleeve descends on thefoot of the lever when the lever moves to starboard or to port. See FIG.7B.

The pilot steers the catamaran with control lever 18-6 which acts onmovement means 18-3, i.e., pendulum 18-30 or sleeve 18-31, and on theclosed circuit of the outer 18-4 and inner 18-5 cables, and therefore onrudder blades 18-1B and 18-1T.

Such a steering device for a recreational catamaran is in this way veryeasy to use, without any particular effort by users, pilots, owners orhirers, even when the catamaran is one that can be dismantled.

The rudder blades can also be equipped with lifting and lowering means,particularly those shown in FIG. 8.

These means include two port 18-7B and starboard 18-7T cables which arearranged along the bisector of the port and starboard pairs of strandsof cables 18-4 and 18-5.

These cables have an end integral with the corresponding rudder blade18-1B and 18-1T, at a rear offset point, so that traction on the cablecauses the rudder blade to swivel around its horizontal pivot axis, thisin a manner known per se on the rudder blade housings and generally onlight sailing vessels such as dinghies.

These cables are integral, each by its other end, with fingers attachedto a maneuvering handle 18-8, in this case a handle pivoting aroundintermediate beam 34.

Elastic return means are provided for permanently placing the rudderblade in an immersed position, such as a spring or a simple bungee cord.

Rotating the handle pulls on port 18-7B and starboard 18-7T cables, soas to cause traction on these cables, which causes the rudder blades tobe raised against the elastic return means. There is a set of additionalreturn pulleys 18-9B and 18-9T, arranged between the return pulleys ofcables 18-4 and 18-5.

Pulleys 18-10B and 18-10T may possibly be located in line with thehandle, as shown in FIG. 8, so as to guide port 18-7B and starboard18-7T cables.

Any other means of raising the rudder blades can be used. In particular,it is possible to connect the lifting cables to the lever, which canthen pivot forward with butting to keep it in a submerged or raisedposition.

It should also be noted that this steering system is mounted withoutusing any tools.

Similarly, the pivot lever 18-6 can also be replaced by a technicalequivalent, which would call for a translation-movable lever or adeformable parallelogram.

This invention also relates to a device for rigging a mast on arecreational catamaran, particularly with a steering position facing thedirection of travel.

According to this invention, therefore, forward beam 30 is atriangulated truss type beam mechanically constructed, see FIG. 9. Thisforward beam 30 includes, at a minimum, a tie beam 30-1, forming withtwo port 30-2B and starboard 30-2T trusses, an isosceles triangle, andtwo port 30-3B and starboard 30-3T spacers, arranged on either side ofthe intersection point of the two trusses 30-2B and 30-2T. These twospacers are not necessary but they significantly increase the rigidityand the hyperstatic nature of the beam.

The two trusses have free ends that extend beyond the intersectionpoints with the tie beam 30-1 to generate two port 30-4B and starboard30-4T plugs. These plugs are designed to be inserted in forward port10-1B and starboard 10-1T housing, simply by slotting together. For thispurpose, the housings are arranged with an orientation to match that ofthe plugs.

These plugs could also be an extension of the trusses, this depending ondesign measures, materials used and calculations of resistance of thematerials.

In the preferred embodiment of this invention, this forward beam 30 hasmeans 30-5 for receiving at least part of the rigging, as will beexplained below.

These receiving means 30-5 comprise a flange 30-6 disposed at the top ofbeam 30, in this case between the two spacers and a base hinge 30-7placed on the tie beam, in line with the flange 30-6. Advantageously,flange 30-6 opens towards the bow so as to be able to position the mastand to set it upright it to rig it by passing between the front of eachof the two floats.

In the embodiment shown, plane P1 containing beam 30 is substantiallyvertical in the normal sailing position, i.e., perpendicular to thelongitudinal axis of floats 10 and perpendicular to the receivingsurface 16 of the users, these indications being such as to allow ageometric visualization of the whole.

This beam may also be tilted to the rear, for example, without modifyingthe present invention.

As previously indicated, aft beam 32 is housed in the aft port 10-2B andstarboard 10-2T housings.

Intermediate beam 34 is a support beam 34-2 with a circular orpreferably oval cross-section to limit rotations as indicated further onin the description. The port 34-3B and starboard 34-3T ends of thisintermediate beam 34 are received in intermediate port 10-3B andstarboard 10-3T housings, simply by slotting together.

Advantageously, intermediate beam 34 is straight and the housings havehorizontal longitudinal axes with a profile to match that of the beamcross-section.

Intermediate beam 34 is arranged transversely, parallel to the forwardand aft beams. This beam has a section and a diameter adapted to themechanical strength requirements depending on the nature of the materialused to make them, generally an aluminum profile.

Rigging 14 is composed of a mast 14-1 designed to receive generally andin a manner known per se at least one mainsail and a foresail, in thiscase a jib. The mast 14-1 is preferably made of composite material forits weight/strength ratio.

Mast 14-1 works in conjunction with the means 30-5 for receiving thebeam 30. In particular, mast 14-1 comprises a mast foot 14-2 which worksin conjunction, at its lower end, with a part 14-3 of the base hinge30-7, for example of the Diabolo ball joint type made of elastomer, wellknown in the field of windsurfing or, on the contrary, a rigid pin.

The other portion 14-4 of the base hinge 30-7 is integral with tie beam30-1, between the two spacers 30-3B and 30-3T.

The mast is then inserted over a height of about 1/10 of its totalheight, to give a rough idea, in flange 30-6 placed at the top offorward beam 30.

This flange 30-6 comprises a fixed part receiving the mast 14-1 and amovable, hinged part which grips the mast, in a manner known per se, ofthe toggle type or with a locking pin.

Advantageously, complementary mechanical means, also a pin 30-8 forexample, prohibit movements of the mast upwards relative to the flange30-6, particularly when sailing and subject to stresses of wind andmovements of water.

Such an arrangement should possibly allow the mast to be rotated.

Mast 14-1 is thus held at two points: the mast foot 14-2 with its hinge30-7 and the mast base with its flange 30-6.

When the catamaran is to be prepared for sailing, forward beam 30 mustbe in place and if the catamaran can be dismantled all the other partsmust be assembled.

It remains to rig this assembly with its mast 14-1, which will receivethe mainsail or even the jib.

FIGS. 11A and 11B show an arrangement of a temporary, complementaryfastening means during rigging of the mast, 30-9, in the form of asliding ring 30-91, which is mounted on the mast. The opening is greaterthan the diameter of the mast but less than the diameter of the slidingring 30-91. In this way, in FIG. 11A, the mast is inserted into thefront opening of flange 30-6 with sliding ring 30-91 in position abovethe opening. Then the ring slides along the mast and is housed in thefixed part of the flange owing to the difference in diameter betweenthat of the mast and that of the fixed part.

The ring then stops the mast 14-1 from passing through the front openingof the flange, except if the ring is deliberately raised because thenatural pull of gravity causes it to move downwards.

FIGS. 10A to 10D show the mounting of mast 14-1 on the forward beam 30,without use of the sliding ring which remains optional.

Mast 14-1 is carried by the user in charge of the assembly, who may bethe pilot of the catamaran. The foot of mast 14-2 is fitted onto thepart 14-4 of the hinge 30-7 integral with tie beam 30-1 through itsother part 14-3. See FIG. 10A.

As the assembly is hinged, mast 14-1 can be erected in a verticalposition, the foot 14-2 of the mast being translation-immobilized. SeeFIG. 10B. If a rigid pin is used, it must be able to pivot in a suitablehousing.

The mast 14-1 is moved upright until it enters the fixed part of flange30-6 which is in the open position. See FIG. 10C. Mast 14-1 being heldvertical, flange 30-6 is closed, which keeps the mast in place, in avertical position. See FIG. 10C.

The mast is in this way inserted over a height of about 1/10 of itstotal height, to give a rough idea, in flange 30-6 placed at the top offorward beam 30.

The mast is therefore held at two points and a pin 30-8, for example, asindicated above, prevents inadvertent vertical movements, once it hasbeen held at two points.

The mainsail can be rolled up on the mast and only needs to be unwoundfrom the mast which can turn on itself as long as the vertical lockingpin is not in place. The boom itself can be hinged and integral with themast ready to be deployed.

It only then remains to position the sheets in the pulleys, in a mannerknown per se.

The jib is independent and can be fixed at the top of the mast and twosheets are used to sheet the jib on one tack or the other, the sheetsbeing brought close to the pilot and any passenger, also in a mannerknown per se.

The tack point of the jib is fixed relative to the forward points ofeach of the floats.

The catamaran is ready to sail thanks to the arrangement according thisinvention.

The mast of such a recreational catamaran is therefore very easy to use,without any particular effort by users, pilots, owners or hirers.

Note that the mast is rigged without any tools.

This invention also relates to a structural arrangement of arecreational catamaran, of the type propelled by at least one sail, thesteering position facing the direction of travel and which can bedisassembled.

FIG. 1 shows catamaran C laid out according to the present invention.

The aft beam 32 is an open, inverted U-shaped arch 32-1. The threecomponents, namely the upper arm 32-2 and the two port 32-2B andstarboard 32-2T side arms are in the same plane P2. See FIG. 12.

The port 32-2B and starboard 32-2T ends extend to form port 32-3B andstarboard 32-3T plugs.

These two port 32-3B and starboard 32-3T plugs are closed angularly andlocated in a plane P3 (see FIG. 2), different from P2, facing aft,according to an elaborate embodiment, as shown in FIG. 1. Preferably,aft beam 32 is made of light material, in particular aluminum.

The port 10-2B and starboard 10-2T aft housings are provided to receivethese two plugs and their orientations match those of the plugs. Theplugs are inserted simply by slotting together. More particularly, theangle of tilt aft is greater than that of plane P3 so as to generate atilt of plane P2 aft, relative to the user receiving area 16.

In this case too, plugs 30-2B and 32-2T may be an extension of plane P2,the housing then having the same tilt in order to receive them.

The forward and aft housings have different tilt orientations so as toprevent the beams from becoming disconnected, including when there is nolocking.

Preferably the forward and aft housings have longitudinal axes formingan angle of less than 90° relative to the vertical, in the transversedirection.

Intermediate beam 34 is a support beam 34-2, circular in cross-sectionor preferably oval. The port 34-3B and starboard 34-3T ends of thisintermediate beam 34 are received in intermediate port 10-3B andstarboard 10-3T housings, simply by slotting together.

Advantageously, intermediate beam 34 is straight and the housings havehorizontal longitudinal axes, of matching profile.

The implementation of the structural arrangement of the catamaranaccording to the present invention has now been described so as to showthe advantages of the arrangement, more particularly with regard to FIG.14.

After transporting the catamaran in dismantled form by pulling it onfoot or even by bicycle, the user brings the dismantled catamaran up tothe water's edge. See FIG. 14A.

The dismantled catamaran appears in the compact form of two floats 10-1Band 10-1T stowed side by side. According to a simple and preferredembodiment, each float includes a wheel integral with a cradle shapedlike the float, secured by straps to the hull to which it is attached.The two cradles can be made interdependent or remain independent. Thisis known as a means of moving.

The width of the whole remains small, since the two floats arejuxtaposed.

The three forward 30, intermediate 34 and aft 32 beams are placedbetween the floats and/or on top of the assembly.

Mast 14-1 is also placed on the top and its length is substantially thatof the floats so that there is very little protruding from the front andthe rear.

When the catamaran is to be prepared for sailing, FIG. 14B, forward beam30 is slotted in, which makes it necessary to move the two floats apart.The receiving area 16 and its trampoline 16-1 are then deployed sincethey are fixed permanently.

The port 30-4B and starboard 30-4T plugs of forward beam 30 are slottedinto port 10-1B and starboard 10-1T forward housings.

Intermediate beam 34 is in turn slotted in, FIG. 14B, and the userdeploys the directional control means 18 which are in place. The rudderblades are either in the raised position when they are arranged in ahousing, or fitted when they are positioned on gudgeons or pintlesintegral with the aft tables of the floats. The steering system can alsostay in place since all controls are flexible.

The trampoline 16-1 is deployed in a complementary manner

Aft beam 32 is in turn fitted, FIG. 14C, by slotting in port 32-3B andstarboard 32-3T plugs of port 32-2B and starboard 32-2T ends in port10-2B and starboard 10-2T aft housings.

Trampoline 16-1 is then fully deployed and stretched and the seats areformed simultaneously, FIG. 14D.

The tilt of both pairs of tilted housings receiving the plugs, and theperipheral rope 16-3 keep the different connections slotted together. Inaddition, it is also possible to provide a rope tensioner if necessaryto make assembly even easier. In this case, the tensioner is releasedduring assembly and once the beams are in place, the tensioner isstretched.

Both floats are therefore ready to sail and the directional controlmeans 18 are fitted and active.

It remains to rig this assembly with mast 14-1, and mainsail or jib asdescribed above and with regard to FIGS. 10 and 11.

Such a recreational catamaran is therefore very easy to use, and topilot without any particular effort by users, pilots, owners or hirers.

This catamaran takes up very little room once dismantled and it shouldalso be noted that the structure is assembled without using any tools.

As is apparent from the foregoing specification, the invention issusceptible of being embodied with various alterations and modificationswhich may differ particularly from those that have been described in thepreceding specification and description. It should be understood that Iwish to embody within the scope of the patent warranted hereon all suchmodifications as reasonably and properly come within the scope of mycontribution to the art.

1-31. (canceled)
 32. A steering device notably for a recreationalcatamaran of the type propelled by at least one sail, the steeringposition facing the direction of travel, comprising: two floats providedwith two port and starboard rudder blades, rotatably mounted about asubstantially vertical axis, directional means of a port and starboardcontrol horn at the rudder blade head, means for moving cables with apivoting steering lever with a user's foot, and two outer and innercontrol cables, as a closed circuit.
 33. The steering device accordingto claim 32, wherein the means for moving cables comprise a pendulumintegral with the pivoting steering lever.
 34. The steering deviceaccording to claim 32, wherein the means for moving cables comprise aplug sliding on the foot of the pivoting steering lever.
 35. Thesteering device according to claim 33, wherein the pendulum is a groovedhalf-pulley integral with a control lever passing through its medianaxis and pivotally mounted in the transverse plane.
 36. The steeringdevice according to claim 33, wherein the means for moving cables arepivotally mounted relative to an intermediate beam placed transverselyto the two floats in its middle and below.
 37. The steering deviceaccording to claim 32, wherein the outer cable circuit is comprised asfollows: connection to a port attachment point on starboard side controlhorn, returns forward to go through a return point, in a known manner,goes through a groove of a pendulum where cable is blocked, returns aftvia a return point, connection to a starboard attachment point onstarboard side control horn, the inner cable circuit is comprised asfollows: connection to a starboard attachment point on port side controlhorn, returns forward to go through a return point, in a known manner,goes outside the groove of pendulum, returns aft via a return point,connection to a port attachment point on starboard side control horn.38. The steering device according to claim 37, wherein return points arepulleys.
 39. The steering device according to claim 37, wherein thestrands defined by the connection point of the port side controlhorn/return point, and point of the port side control horn/return pointare parallel, and the strands defined by the connection point of thestarboard side control horn/return point, and point of the port sidecontrol horn/return point are parallel.
 40. The steering deviceaccording to claim 37, wherein the strands defined by the connectingpoint of the port side control horn/return point, and the point of theport side control horn/return point are separated by a distance, in linewith the control horn and a second distance, in line with the pulleys,and the strands defined by the connecting point of the starboard sidecontrol horn/return point, and the point of the starboard side controlhorn/return point are separated by a distance, in line with the controlhorn and a second distance, in line with the pulleys.
 41. The steeringdevice according to claim 32, wherein the control horns are, in aneutral position, substantially perpendicular to the bisector of theangle formed by the inner and outer cable strands of each side.
 42. Thesteering device according to claim 32, wherein the control horns arerotated clockwise for the port side control horn and counterclockwisefor the starboard control horn, in relation to the direction of travel.43. The steering device according to claim 42, wherein the control hornsare over-rotated by an additional angle of between 10° and 20°,clockwise for the port side control horn and counterclockwise for thestarboard side control horn.
 44. The steering device according to claim43, wherein the additional angle is 13°.
 45. An arrangement for arecreational catamaran of the type propelled by at least one sail, thesteering position facing the direction of travel, which can bedisassembled capable of receiving a steering device according to claim32, comprising: two floats; a forward beam interposed between the twofloats, with two plugs, two forward housings configured to receive saidtwo plugs simply by slotting together, an aft beam having ends extendingto form plugs, two aft housings configured to receive said two plugssimply by slotting together, the two pairs of forward and aft housingshaving different tilt orientations.
 46. An arrangement notably for arecreational catamaran of the type propelled by at least one sailintegral with a mast comprising at least one forward beam interposedbetween two floats, the beam being of the triangulated truss type withat least one tie beam and two trusses forming an isosceles triangle andprovided with receiving means for receiving said mast, wherein thereceiving means comprise at least one flange placed at the top of thebeam.
 47. The arrangement according to claim 46, wherein the receivingmeans comprise a fixed part receiving the mast and a movable, hingedpart which grips said mast.
 48. The arrangement according to claim 46,wherein the receiving means comprise a base hinge integral with the tiebeam of the forward beam, with a part integral with the foot of the mastand a part integral with the tie beam.
 49. The arrangement according toclaim 46, wherein the mast is inserted in the receiving means over aheight of about one tenth of the height of the mast.
 50. The arrangementaccording to claim 46, further comprising mechanical means prohibitingmovements of the mast upwardly relative to said flange.
 51. Thearrangement according to claim 46, wherein the flange is open towards afront of the catamaran.